Sand spreader



L. M. YOUNG SAND S PREADER Aug. 29, 1933.

Filed April 22, 1932 6 Sheets-Sheet l INVENTOR LEW/5 M VOU/V6 svms ATTORNEY XX L. M. YOUNG SAND SPREADER Aug. 29, 1933.

Filed April 22, 1932 6 Sheets-Sheet 3 INVENTOR Lil W5 M wu/va BY HIS ATTORNEY L. ML YOUNG Aug. 29, 1933.

SAND SPREADER Filed April 22, 1932 6 Sheets-Sheet 4 INVENTOR LEW/5 M. VflU/VG NEY L. M. YOUNG SAND SPREADER Aug. 29, 1933.

Filed April 22. 1952 6 Sheets-Sheet 5 INVENTOR LEW/5 M Yam/6 BY ms ATTORNEY n6 Aug. 29, 1933. YQUNAG 1,925,020

SAND SPREADER BY H15 ATTORNEY Patented Aug. 29, 1933 vUNITED STATES PATENT-OFFICE SAND SPREADER Lewis M. Young, Norwich, Conn. Application April 22, 1932. Serial No.'606,785

9 Claims. (01. 275-8) My invention is for a novel sand spreader constructed as a unitary device adapted to be readily attached to any standard sand truck. It is the purpose of my invention to produce a sand 5 spreader of simple compact structure and highly eficient in operation for spreading a uniform layer of sand over a roadbed.

I have found by experience and observation that various types of sand spreaders heretofore l employed in road construction have certain di advantages and objections. In one class of sand spreaders, the sand-spreading apparatus is built as a permanent structural part of the sand truck, and this combination vehicle is very cumbersome and expensive. In another kind of sand spreader, the arrangement is such that the truck has to run over the surface to be sanded. That is, the sanding device is arranged to throw the sand over the path traversed by the truck. This is fre quently objectionable, especially when the surface to be sanded is tarred, because the truck has to run over the tarred surface. Then, again, prior sand spreaders lack provisions for properly regulating the rate of flow of sand to the spreading wheel, so that it has been diilicult to cover the desired area with a uniform layer of sand of the required thickness.

The above and other disadvantages and objections are overcome in my new sand spreader, which involves a number of novel features, both as to construction and operation. In the first place, my sand spreader is a comparatively small self-contained vehicle that can be easily attached to the rear of any make of sand truck. This vehicle carries a conveyor for receiving sand from the truck, a wheel which receives the sand from the conveyor and throws it laterally of the truck, and a source of power (such as a small gas engine) for operating the conveyor and wheel inde- 40 pendently of the truck. This engine may also be connected with the traction wheels of the sand spreader to drive it up to a truck to attaching position.

In a preferred form of my invention, I pro- 7 vide means for controlling the speed of the conveyor independently of the spreading wheel, whereby the latter is constantly fed with the right amount of sand to obtain a uniform layer of sand on the roadbed. For this purpose, an operator is seated on the sand spreader, and he has within easy reach several control levers by means of which the following operations may be individually eifected: the traction wheels may be con nected to and disconnected from the engine; a

countershaft that drives the conveyor may be operated at several different speeds; the conveyor and the spreading wheel may be disconnected from the engine, as when the device is driven like a self-propelled vehicle; and finally there is a handle for steering the device during the lastmentioned operation.

The wheel for spreading the sand may be vertical or horizontal, either having certain advantages, and a deflector is preferably used with the wheel to regulate the direction and distance of the sand path. I have devised a novel form of vertical wheel as a casting of triangular crosssection having three trough-shaped surfaces on which the sand falls from the conveyor. The projecting ribs of this casting are provided with blades which throw the sand out over the roadbed in a continuous stream. When I use a horizontal spreading-wheel, I preferably construct it of a small disk to which several radial blades are attached. These blades may be angle irons projecting beyond the disk, which may be operated at variable speed by an adjustable friction wheel. A hand-lever enables the operator to control the position of this friction wheel for rotating the spreading wheel at the correct speed without changing the conveyor speed.

Various other novel features are contained in my improved sand spreader, as will be understood from a detailed description of the accompanying drawings, in which- Fig. 1 is a side elevation of one form of my sand spreader in position to be attached to the rear of a truck, this view being partly sectioned for clearness; v

Fig. 2 is a cross-section on the broken line 2-2 of Fig. 1 through the vertical sand-spreading. wheel; Fig. 3 represents a plan view of the device as a whole; I

Fig. 4 is a section on line 44 of Fig. 3;

Fig. 5 illustrates in plan a modified form of sand spreader using a horizontal spreading wheel;

Fig. 6 is a side elevation of Fig. 5 showing the spreader. attached to a truck;

Figs. '7 and 8 show details of the novel attaching means used in Fig. 6;

Fig. 9 illustrates in plan another modification, in which a horizontal spreading wheel has a friction drive of variable'speed; and

Fig. 10 is a sideelevation of Fig. 9, partly in section on line 10-10 of Fig. 9.

Referring to Figs. 14, the sand spreader as a whole constitute a trailer adapted to be attached to the rear 'of a sand truck. This trailer has a main framework or chassis F on which the various parts are supported. This framework comprises a front bar 10, a rear bar 12, a pair of side bars 13 and 14, and also several inside bars that will be pointed out as the description proceeds. It is convenient to use channel bars in constructing the framework F, thereby giving it the required strength and avoiding undue weight. The trailer moves'on a pair of rear traction Wheels 15 and a front steering wheel 16. -The traction wheels 15, which may be rubber-tired, are mounted on an axle 17. The framework F has a pair of inner bars 18, which support suitable bearings 19 for the axle 17. The short inner bars 18 are secured to and between the rear bar 12 and an intermediate cross-bar 20, as shown in Figs. 1 and 4. The front steering wheel 16 is supported centrally of framework F in a yoke 21, which is attached at its upper end to a screw 22. This screw is mounted in the screwthreaded opening of a bracket 23, and a hand wheel 24'on the upper end of the screw permits adjustment of the latter in a vertical direction to raise and lower the wheel 16.

The framework F carries a small gas engine or other source of power E. The driving shaft 25 of engine E is permanently connected to a shaft 26 by a belt or chain 27 or in any other practical way. The chain 27 runs over sprocket wheels 28 and 29 fixed on shafts 25 and 26 respectively. The shaft 26 is journalled in bearings 30 and 31, which are mounted on the parallel bars 18 and 32 of the frame work. The short shaft 26 is in axial alignment with a long countershaft 33, which is jcurnalled near its outer end in a bearing 34 carried by the side bar 14. The inner end of shaft 33 extends into a box or casing 35, which contains suitable speed-changing mechanism, preferably standard transmission gears, such as are used on automobiles. It will therefore be understood without further explanation that the adjustable gearing in casing 35- enables the operator to connect the countershaft 33. with the engine at several different gear-ratios.

The supporting framework or chassis F carries two sets of posts 36 and which support a trough 38, and in this trough is mounted a spiral conveyor 39. One end of he conveyor shaft 40 is supported in a bracket 41 attached to the trough 38, and the other end of that shaft is mounted in a bearing in the outer side 42 of the trough. This will be clear by looking at Fig. 3. On the projecting end 40' ofshaft 40 are fixed two sprocket wheels 43 and 44, which are separately connected to sprock t wheels45 and 46 by chains 47 and 48 respectively. The sprocket wheel 45 is fixed on the output shaft of a standard speed-chan ing mechanism contained in a box or casing 49. Since these mechanismsare of standard make and can be obtained in the market, I need not describe the structural details of the gearing contained in box 49, particularly since such mechanism does not in itself form part of my invention. j V

The sprocket wheel 46 is looselymounted on the outer end of countershaft 33 and is adapted to be coupled thereto by means of a slidable clutch-ring 50. A lever 51 is pivoted on a pin 52 carried by a bracket 53, which may conveniently be mounted onthe side bar 14, as shown in Fig. 3. When the lever 51 is in the position shown, the clutch-ring is out of'e'ngagenient with the clutch-teeth 54 provided on the. hub of sprocket 46. Consequent1y,the driving con nection between sprocket wheels 46 and 44 is inoperative. When the lever 51 is rocked counterclockwise (as viewed in Fig. 3) the clutch ring 50 is shifted to the right into locking engagement with the sprocket wheel 46, whereby the conveyor shaft 40 is driven through the belt or chain 48. Suitable provisions may be made for holding the clutch member 51 in either of its two positions. In Figs. 3 and 5, there is a springpressed pin 55 carried by lever 51 and arranged to engage notches 56 and 57 in an extension 53 of bracket 53.

When the clutch lever 51 is in neutral position, the conveyor shaft 40 is driven from the countershaft 33 through the speed-changing box 49. For this purpose, the shaft 33 has loosely mounted thereon a sprocket wheel 58, which is connected by a chain 59 with a sprocket wheel 60 fixed on one end of an input shaft in the gear box 49. It is assumed that the speed of rotation of sprocket wheel 60 is communicated to the sprocket wheel 45 in a predetermined transmission ratio, as determined by the adjustable speed-changing mechanism inside the box 49. This will be clear to those familiar with speed-changing devices of this kind. The loose sprocket wheel 58 is coupled to shaft 33 in any practical way, as by means of a slidaole clutch sleeve 62, which is operatively mounted in a box 63.

When the clutch sleeve 62 is in neutral position as shown in Fig. 3, the sprocket wheel 58 remains stationary during the rotation of shaft 33. When the clutch sleeve 62 is shifted to the right, it enters into locking. engagement with sprocket wheel so that the shaft 33 drives the conveyor shaft 40 through the speed-changing box 49 and chain It should be understood that, when the conveyor shaft 46 driven from countershaft 33 through the s rocket chain 48, the conveyor 39 operates at a certain predetermined speed; and when the driving connections between shafts 33 and 46 pass through the gear box 49, the conveyor is operated at a different predetermined speed. In a simpler form of my invention the speed-changing box 49 and clutch lever 51, with all their attendant parts, may be omitted, and a simple driving connection may be used between shafts 33 and 40. In that case, the variable transmission box 35 will be relied on for the speed regulation of conveyor shaft 40.

I also utilize the shiftable clutch sleeve 62 to connect the countershaft 33 with the traction axle 17, when it is necessary to drive the trailerunder its own power. For this purpose there is a sprocket wheel 64 mounted loose on shaft 33, and a sprocket wheel 65 is fixed on the axle 1'7. The sprocket wheels 64' and 65 are connected by a chain 66, but I may use any other practical form of transmission between shaft 33and axle 17. When the clutch sleeve 62 is in neutral position, it is out of engagement with both of the sprocket wheels 58 and 64, which are loosely mounted on counter-shaft 33. When the clutch sleeve 62 is shifted to the left into engagement with sprocket wheel 64, the shaft 33 drives the axle'll. This arrangement makes the trailer a self-propelled vehicle, which can be driven from its shed or garage to the truck waiting for it in the roadway. It should be noted that the width of this trailer does not exceed the over-all width of the truck.

' Beneath one end of the sand trough 38 is mounted a sand-spreading wheel indicated as a whole by 67. This wheel is mounted on a shaft 68, which is journalled suitable bearings supported on the cross-bars 10 and 20.

The rear 153 end of shaft 68 carries a bevel gear 69 permanently meshing with a bevel pinion 70, which is fixed on (or part of) a sleeve 71 loose on shaft 26. A shiftable clutch ring 72 keyed on shaft 26 is adapted to be moved into and out of engagement with sleeve 71 to couple the bevel gear '70 to the driving shaft 26, or to break this connection. The transmission ratio between gears and 69 is such that the sand-spreading wheel 67 is rotated at properly reduced speed.

The conveyor trough 38 is provided at its outlet end with an opening '73, beneath which the wheel 67 is mounted for receiving a continuous supply of sand. In the broader aspect of my invention, any practical form of sand-throwing wheel may be employed, but at the present time I prefer in certain cases to use a form of wheel like that shown in Figs. 1, 2 and 3. This wheel consists of a triangular casting having concave or trough-shaped sides 67, the precise curvature of which is best determined by experiment. The three peripheral ribs of wheel 6'? carry blades '74 which may be angle-irons attached by screws or otherwise, as best shown in Fig. 2. When sand falls from the conveyor trough 38 on to the concave sides 67' of the rotating wheel 67, the sand is carried upward by the troughs and thrown outward by the projecting blades 74. The amount of sand thrown out at each revolution of wheel 6'? depends upon the rate of flow of the sand and also upon the speed of the wheel. These factors are readily ascertained by experiment for any particular job.

In order to regulate the path of the sand thrown off by wheel 67, I use a deflector 75, which is preferably a tiltable plate or shield supported between an aligned pair of uprights 36 and 37, as best shown in Fig. 1. The deflector plate 75 may be slightly curved, as indicated in Fig. 2, and the angular position of the plate is adjusted by means of a handle 76, which is connected to one of the pivot pins 77 of the deflector. The handle 76 is locked in adjusted position in any practical way, as by a pin '78 entering one of a series of holes '79 in a fixed plate 80 attached to post 37. The other end of the deflector '75 is pivoted in a plate 81 mounted on post 36. In some instances it may be desirable to regulate also the height of deflector '75, and that is accomplished by mounting the two supporting plates 80 and 81 in such a way that they can be adjusted vertically. One way of doing this is to provide each of the posts 36 and 37 with a vertical slot 82 ksee Fig. 2) through which project removable attaching bolts or pins 83.

The main framework F carries an operators seat 84, which is attached to a post 85 arranged in front of the engine E, so that the seat is directly over the engine and thereby economize space. A foot-rest 86 may also be secured to post 85, as by angle-irons 86'. A flat spring arm 87 forms a resilient connection between seat 84 and post 85. Within easy reach of the operator sitting on seat 84 are four levers or handles 88, 89, 90 and 91. The lever 88 terminates in a yoke 92, which straddles the yoke 21 of wheel 16 and is connected to the axle or hearing shaft 93 of that wheel, as best shown in Fig. 4. The steering lever 88 rests loosely on a cross-bar 94 conveniently attached to a pair of posts 3'7. By moving the lever 88 sideways, the operator can turn the wheel 16 for steering the trailer when the latter is moving under its own power. Since the lever 88 is pivotally connected to the wheel axle 93, it automatically accommodates itself to the vertical adjustment of wheel 16 when the screw 22 is turned, as previously explained. The vertical adjustment of steering wheel 16 is resorted to merely for the purpose of normally supporting the front end of the trailer at the proper height, and this particular feature is not necessary in all cases.

The hand-lever 89 is operatively connected to the gear box 35 and is for the purpose of shifting the necessary gears to obtain any one of several different speeds, precisely the same as is done with the gear-shifting lever of an automobile. The lever 89 also has a neutral position in which the countershaft 33 is disconnected from the engine-driven shaft 26. The third lever 90 is mounted on the clutch box 63 and its function is to shift the clutch sleeve 62 into either of its two operative positions or to leave it in neutral position. When the operator pulls the lever 90 toward him, he connects the countershaft 33 with the traction axle 1'7. When he moves the lever 90 the other way, the clutch sleeve 62 is coupled to the sprocket wheel 58, whereby the conveyor shaft 40 is driven through the variable speed box 49. ing the clutch ring 72 into and out of engagement with the sleeve 71 of bevel gear '79. In other words, when the operator moves the lever 90 toward him, the sand-throwing wheel 6'7 is connected to the engine shaft 25. I may also provide a separate clutch lever 95 for the purpose of clutching and unclutching the driving shaft 25 with respect to the crank-shaft of the engine. In starting the engine, the shaft 25 is unclutched; and when the engine is running properly, the clutch lever 95 is thrown over to connect the driving shaft 25.

It will be clear from the preceding description, that the operator has complete and easy control of the speed of conveyor shaft 40 in relation to the speed of the spreading wheel 67. By adjusting the gear-shift lever 89, the operator can select any one of three or more different speeds for the countershaft 33, from which the conveyor shaft is driven. The adjustment of gear-shift lever 89 does not affect the speed of shaft 26, which operates the spreading wheel 67. Consequently, by letting the spreading wheel rotate at a certain speed, the operator can regulate the speed of the conveyor shaft 40 until the sand is fed to the wheel 67 at the rate necessary for the best results in any particular job. A further adjustment of the speed of conveyor shaft 40 is obtained by means of levers 51 and 90. Assuming that the countershaft 33 is operating at a certain speed, the conveyor shaft 40 may be driven either through the sprocket chain 48 by moving the lever 51 to clutch-in position, or the shaft may be driven through the speed-changing box 49 by operating the lever 99 to throw in the clutch sleeve 62.

I shall now describe the novel means which I have provided for attaching the trailer to any standard make of truck. The forward end of the trailer has a pair of projecting bars 96, to the top of which is secured a cross-plate 97. A hollow cylindrical post 98 arises from the cross-plate 97 and is preferably braced by a pair of wings 99. The parts 9'7, 98 and 99 may be cast in one piece.

The post 98 supports a hollow cylinder 100, which The fourth lever 91 is for the purpose of movthat the cylindrical members 98 and 100 form a hollow post of adjustable length. The cylinder 100 terminates in a spherical cap 103 (sec 7) for a purpose that will presently be explained. Through the hollow cylindrical members 98 and 100 passes a chain or cable 104, which is wound on a drum 105 journalled in bearings 106 secured to the underside of bars 96, as best shown in Fig. 1. A worm gear 107 is connected to the drum 105 near one end thereof, and this gear is in mesh with a worm 108 fixed on the forward end of a rotary shaft or rod 109, as seen in Fig. l. The rod 109 extends to the rear of the trailer and is operated by a handle 110. When this handle is turned clockwise, the drum 105 is rotated to wind up the chain 104.

The chassis any sand truck usually includes a pair of longitudinal channel bars 112, to which I connect a cross-bar 1 3 in any practical way. To the cross-bar 113 is 'ecured a plate 11%, which carries a pair spaced clocks 11-5 and a central. spherical socket 116, best shown in Fig. 8. The parts 114--l15-116 may cor niently be cast in one piece. The blocks 115 3.12 shaped to provide angular seats 11'? adapted to receive an angular plate 118. This plate is not secured to the blocks 115. but merely rests on the orting seats 117. The angular plate 118 has slot 119 in line with the opening in the spherical socket 116, for a purpose that will presently be clear.

This is the way the trailer is attached to the of cylinder 100. It is ssumed that the trailer has been driven up to the zruck in such position that the cylindrical post 100 is beneath (or at least near enough) the sec! at 116 of the truck. The operator pulls the projecting end of the chain through the opening 120 in socket 116. He then takes the angular plate 113 and inserts one of the links in the projecting end of the chain through the slot 115. Since the links are arranged successively at right angles to each other, it is clear that the insertion of any link into slot 119 causes the next link to lock the chain against withdrawal in a longitudinal direction. This will be understood by looking at Fig. '7, where the link 104' looks the chain to plate 118. After this plate has been put back on the supporting blocks 115, the operator new turns the crank 110 to wind up the chain 104-. on the drum 105. Since the upper end of the chain is attached to the truck, the winding-up of the chain causes the forward end or" the trailer to be lifted until the spherical cap 103 cylinder 1% is firmly seated in spher'cal socket 116. The meshing of worm-wheel 105 and worm 108 is such that the drum is automatically locked in any adjusted position.

3 re the trailer is connected to the truck at a central. point only, and since the engaging surfaces of the parts 103 and 116 are spherical, the trailer automatically ZlQJllSllS itself to the novements or the truck, as when the latte is making a turn. To disconnect the le it is only necessary to unwind the chain 104 until the wheel 16 is on the ground, and further loosening Of the chain permits the 11?. to be lifted its support, so that the chain is easily slipped out of the slot 119. The adjustahility of cylinder 100 per. its the trailer to be easily attached to trucks of dficl' nt heights. W N the trailer is attached ing wheel, as shown in Figs. 1, 2 and 3, I may employ a horizontal wheel 121', like that illustrated in Figs. Sand 6. The wheel 121. c0nsists of a disk provided v'ifh integral radial ribs 122, which throw the sand horizontally outward. ,In this instance the conveyor trough 38 has at one end a circular hole 123, from which leads a short chute 124 to guide the sand toward the outer periphery of eel 121. The vertical shaft 125 of wheel 121 ca a Worm wheel (not shown) which is in ll16h with a worm 126 on a horizontal shaft 68. Thereason why the worm wheel on shaft 125 is not shown in Fig. 6 is because it isdirectly behind the worm 126, but this gear engagement will be understood without further illustration. The 68 of Fig. 6 corresponds to shaft 68 in Figs. 1 and 3 to indicate that no alteration-in the driving connections is necessary in substituting the horizontal spreading wheel 121 for the vertical wheel 6'7. The other parts in Figs. 5 and 6 require no detailed description, because these figures are otherwise the same as Figs. 1, 3 and 4. Therefore, all those parts in Figs. 5 and 6 that correspond to similar parts in Figs. .1-1 are indicated by like reference characters, so as to obviate a repetition of the detailed description previously '1.

The modification shown in Figs. 3 and 10 differs from the preceding figures in the form of horizontal sp eacling wheel and the frictional driving conn.cct1..,n therefor. Otherwise, Figs. 9 and 10 are the same as the other figures, so that I need only describe the spreading Wheel and the means for driving In instance the spreading wheel consists of a horizontal disk 127 carrying a series of radial blades 128, which may be angle-irons screwed or riveted to the disk. The disk 127 need only be large enough to receive the sand from the conveyor trough 38 through an opening 129, and the blades 128 may extend beyond the disk From the center of disk 12"! projects a depending axle 130 rotatable in a hearing 131 carried by a bracket 132, which may conveniently be attached to the front bar'll) of chassis F. A shaft 68a carries a friction wheel 33 slidably keyed thereon, and the forward end of the shaft is journalled in asocket 134 projecting laterally from the vertical bearing hub 131. The shaft 68a carries at its rear end a bevel gear 63 arranged permanently in mesh with a be el pinion .0 on the engine drivei'i shaft 26. Without further explanation, it is enough to say that the parts 26, 69, 70 and 68a correspond to the parts numbered 26, 69, '70 and 68 inFigs. 1 and 3.

Still referringto Figs. 9 and 10, there is a fifth lever 135 pivoted on a vertical pin 136 carried by a bracket 13"., which may be secured to the crossbar 20 of the chassis. The lever 135 has atits lower end a lateral extension 138, which terminates in a yoke adapted to engage in an annular groove 139 of a hub 140. This hub is either part of the friction wheel 133 or is otherwise secured thereto. By moving the lever 135, the

wheel 1 a consequent variation in the spreading of the sand over the roadbed;

It is necessary to maintain a firm pressure engagement between the underside of disk 12'? and the friction wheel 133. For this purpose I mount the disk 127 in such a way that it has a slight vertical movement to adjust itself to the action of an-expanding coil spring 141 mounted in the lower end of the hollow bearing 131. The coil spring 141 surrounds a pin 142 projecting from the axle 130, and this spring is arranged between a collar 143 screwed on pin 142 and a ball-bearing disk 144 on which the axle rotates. The collar 143 is adjustable along the pin 142 and is locked in place by a nut 145; It should be noted that the collar 143 is sufficiently loose in bearing cylinder 131 to move axially thereof. As the coil spring 141 tends to expand, it keeps pulling the disk 127 down and thereby holds it in firm pressure contact with the friction drive wheel 133. Otherwise, what has been said for Figs. 14 applies to Figs. 9 and 10 without the need of repetition.

It will be apparent from the foregoing description of several modifications of my invention, that I have provided a sand spreader of comparatively simple and compact structure which is not expensive to manufacture and can be easily attached to any size and make of sand truck in use. The regulation of the conveyor speed and the speed of the spreading wheel makes it possible to cover the roadbed with a uniform layer of sand having the desired width and thickness. By attaching the spreader to the rear of the truck and in line therewith, the truck and spreader will not pass over the surface to be sanded, but move along one side of it. This is of particular advantage when the surface to be sanded is covered with tar and therefore very sticky. I might add that actual tests have demonstrated the practical advantages of my invention.

Although I have herein shown and described certain specific constructions, I want it understood that my invention is not limited to the details set forth. Nor is it necessary to use all the novel features of my invention in a single machine. Changes and modifications will probably occur to others skilled in the art without departing from the scope of the invention as defined in the appended claims.

I claim as my invention:

1. A sand spreader consisting of a self-propelled vehicle adapted to be attached to a truck, said vehicle carrying a rotary conveyor for receiving sand from the truck and feeding it to a point of discharge, a rotary member for receiving sand from said conveyor and spreading it over the roadbed, and an engine mounted on said vehicle and controllably connected with said conveyor, said spreading wheel, and the traction wheels of the vehicle.

2. A sand spreader consisting of a self-propelled vehicle adapted to be attached to a sand truck, said vehicle having a conveyor for receiving sand from the truck, a rotary wheel mounted to receive sand from said conveyor and to throw the sand over the roadbed, a prime mover on said vehicle, manually operable means for connecting the traction wheels of said vehicle to said prime mover and for breaking said transmission connection, and connections for operating said wheel from said prime mover.

3. A sand spreader consisting of a self-propelled vehicle adapted to be attached to a truck,

said vehicle carrying an engine, a transmission sand over the roadbed, a rotary driving shaft, a

vertical friction wheel slidably keyed on said shaft and engaging the underside of said sand'wheel, spring means for constantly holding said two wheels in pressure contact, and manually operable means for 'slidably adjusting said friction wheel to control the speed of said sand wheel.

5. A sand spreader consisting of a vehicle adapted to be attached to a sand truck, said ve-" hicle comprising a frame mounted on traction wheels, a trough supported transversely of said frame in position to receive sand from said truck, a movable conveyor mounted in said trough for receiving sand from the truck and feeding it to a point of discharge, a horizontal wheel rotatably supported for receiving sand from said conveyor and throwing it over the roadbed, a countershaft mounted transversely of said frame, an engine carried by said frame and connected to said countershaft, a variable transmission connection between the engine shaft and the countershaft, a manually adjustable friction drive between said wheel and said engine, and separate transmission connections between said engine and said conveyor.

6. A sand spreader consisting of a vehicle adapted to be attached to a sand truck, said vehicle comprising a frame mounted on traction wheels, a trough supported transversely of said frame in position to receive sand from said truck, a movable conveyor mounted in said trough for receiving sand from the truck and feeding it to a point of discharge, a wheel rotatably supported for receiving sand from said conveyor and throwing it over the roadbed, a countershaft mounted transversely of said frame, an engine carried by said frame and connected to said countershaft, a short shaft arranged at right angles to said countershaft and connected to the engine, a rotary wheel arranged to receive sand from said conveyor and connected to said short shaft, and a transmission connection between said conveyor and said countershaft.

'7. A sand spreader consisting of a vehicle adapted to be attached to a'sand truck, said vehicle comprising a frame mounted on traction wheels, a trough supported transversely of said frame in position to receive sand from the truck, a movable conveyor mounted in said trough for receiving sand from the truck and feeding it to a point of discharge, a wheel rotatably supported for receiving sand from said conveyor and throwing it over the roadbed, a countershaft mounted transversely of said frame, an engine carried by said frame and connected to said countershaft, a variable transmission connection between the engine shaft and the countershaft, means for connecting said wheel to the engine, other means for connecting said countershaft to said conveyor, and manually operable means for regulating the transmission ratio of said last-mentioned connecting means independently of the variable transmission connection between the engine shaft and the countershaft.

8. A sand spreader consisting of a vehicle adapted to be attached to a sand truck, said vehicle comprising a frame mounted on traction wheels, a trough supported transversely of said frame in position to receive sand from said truck, a movable conveyor mounted in said trough for receiving sand from the truck and feeding it to a point of discharge, a wheel rotatably supported for receiving sand from said conveyor and throwing it over the roadbed, a countershaft mounted transversely of said frame, an engine carried by said frame andconneeted to said countershaft, a variable transmission connection between the engine shaft and the countershaft, a driving connection between said countershaft and said traction wheels, a driving connection between said countershaft and said conveyor, a driving connection between the engine and said wheel, and manually operable means for disconnecting the traction wheels from the engine when the conveyor and wheel are operatively connected to the engine.

9. A sand spreader in the form' of a trailer adapted to be attached to the rear end of a truck, said trailer having two rear traction wheels and at least one front wheel for steering, arotary sand conveyor and a rotary sand-spreading wheel mounted on said trailer, anengine carried by said trailer, a countershaft connected to said engine through variable speed transmission, variable transmission connections leading fromrsaid countershaft to said traction wheelsand said conveyor, means for connecting said sand wheel to the engine, an operators seat onthe trailer, and four adjustable handles terminating near said seat within reach of the operator, one handle being connected to said steering wheel, the second handle controlling the variable transmission connections between the engine and the countershaft, the third handle controlling the transmission connections of said countershaft and said conveyor, and the fourth handle controlling the connection of said sand wheel with the engine.

LEWIS M. YOUNG 

